Effect of a short nap on the alertness of young drivers: Repercussion on the perception of motorcycles according to extent of the useful visual field of the driver

The objectives of this study are to analyze the effect of a short nap on the level of alertness and on the drivers’ ability to detect the motorcyclists on the road according to the size of his/her useful visual field (UVF).Nineteen participants (m = 21 years old) carried out a driving task with a simulator, after taking a short nap (30 min) in the vehicle or not. They had to distinguish the colour change of a signal on a vehicle they were following and to detect a motorcycle which briefly appeared on the road at different eccentricities.Drivers with a limited UVF are those who detect the fewest motorcycles. Taking a short nap before the driving does not have any significant effect on data related to vision (motorcycles and signals detected), driving and alertness state ((α+θ)/β). There is a linear relationship between the size of the UVF and the ability to detect the motorcycle appearing in the left outside mirror.The implications of the results concerning the short nap as a countermeasure to a decrease in alertness and the perception of motorcycles according to extent of the useful visual field of the driver are discussed in terms of road safety.     

Disparity of motorcycle helmet use in Nepal – Weak law enforcement or riders' reluctance?

Like many low- and middle-income countries, Nepal is experiencing a massive motorization, predominantly from increased use of motorcycles which is driving a surge in road-related injuries and fatalities. Motorcycles and their riders have been identified as a focal point for road traffic injury prevention measures. While helmet use is mandatory for both motorcycle drivers and passengers, fines for helmet non-use are only levied on drivers, not on passengers, and it is unclear how this unequal enforcement translates to helmet use rates in Nepal. Hence, a video-based observation on motorcyclists’ helmet use was conducted alongside a questionnaire survey on fatalism, perceived police enforcement, risk-taking personality, and perceived usefulness of helmets. For the observation and questionnaire survey, seven rural and urban sites were selected from all seven provinces of Nepal, representing varied populations, road environments, and elevations. The observation of the helmet use behavior of 2548 motorcycle riders revealed an alarming picture of helmet use in Nepal. While more than 98% of observed motorcycle drivers in Nepal used a motorcycle helmet, less than 1% of observed passengers did so. Interviews of 220 riders show that the absence of a fine for helmet non-use by passengers is accompanied by an unawareness of the traffic law, where only 11.8% of respondents knew about the mandatory helmet use law for passengers. Unhelmeted riders had a significantly higher attribution of road related crashes to fate, compared with riders that used a helmet. Results of this study can serve as an evidence base for revisions of Nepal’s Vehicle and Transportation Management Act in regard to traffic rule enforcement and fines. They further show the global importance of comprehensive regulation on safety related behaviors of road users. The feasibility of more comprehensive enforcement is discussed against the background of helmet availability for passengers.     

An observational study of restraint and helmet wearing behaviour in Malaysia

Unrestrained and unhelmeted occupants are at increased risk of severe injury or death in the event of a crash, and there is evidence that children, particularly in low and middle income countries, have low restraint and helmet wearing rates.Roadside observations of occupants of passing vehicles (7247 cars, vans and taxis and 2897 motorcycles) in nearside lanes were made at seven selected road sites located around the Klang Valley (greater Kuala Lumpur) area representing a variety of demographic locations.The findings revealed an overall low rate of seat-belt wearing in vehicles (front seat drivers: 44.6%; front seat adult passengers: 33.8%; front seat child passengers: 11.8%; rear seat adult passengers: 5.2%; and, rear seat child passengers: 5.8%). For motorcyclists, the majority of adult riders and pillions wore helmets (93.4% and 85.8%, respectively), however a substantial proportion (40%) did not fasten their helmet properly. Of children observed on motorcycles, only 30.5% wore helmets.This study shows low seat-belt and helmet wearing rates, despite enactment of legislation that requires all vehicle passengers to be restrained and for all motorcyclists to wear helmets. This was particularly evident for children (front and rear seating positions) and rear seat adult passengers. It is suggested there is a general lack of awareness of safety and the benefits of restraint/helmet use, and lack of adequate and appropriate enforcement. The implications of the findings are discussed in terms of promoting restraint/helmets use, enforcement of legislation and implementation of technologies to increase appropriate restraint/helmet use.     

“I would have lost the respect of my friends and family if they knew I had bent the road rules”: Parents,peers, and the perilous behaviour of young drivers

Young novice drivers are at considerable risk of injury on the road. Their behaviour appears vulnerable to the social influence of their parents and friends. The nature and mechanisms of parent and peer influence on young novice driver (16–25 years) behaviour was explored via small group interviews (n = 21) and two surveys (n1 = 1170, n2 = 390) to inform more effective young driver countermeasures. Parental and peer influence occurred in pre-Licence, Learner, and Provisional (intermediate) periods. Pre-Licence and unsupervised Learner drivers reported their parents were less likely to punish risky driving (e.g., speeding). These drivers were more likely to imitate their parents and reported their parents were also risky drivers. Young novice drivers who experienced or expected social punishments from peers, including ‘being told off’ for risky driving, reported less riskiness. Conversely drivers who experienced or expected social rewards such as being ‘cheered on’ by friends – who were also more risky drivers – reported more risky driving including crashes and offences. Interventions enhancing positive influence and curtailing negative influence may improve road safety outcomes not only for young novice drivers, but for all persons who share the road with them. Parent-specific interventions warrant further development and evaluation including: modelling safe driving behaviour by parents; active monitoring of driving during novice licensure; and sharing the family vehicle during the intermediate phase. Peer-targeted interventions including modelling of safe driving behaviour and attitudes; minimisation of social reinforcement and promotion of social sanctions for risky driving also need further development and evaluation.     

Can friendship serve as an impetus for safe driving among young drivers?

Reckless driving is a key factor in injury and death among young people, especially men, throughout the world. At this developmental stage (ages 17–24), the youngster’s behavior, including driving habits, is strongly influenced by the social discourse. Whereas previous studies have investigated the impact of concepts such as peer pressure and the number of passengers in the car, they have dealt little with the overall social relations that characterize young people, particularly, the nature of their friendships and their reflection in safe versus risky driving.Using qualitative phenomenological methodology, the present study relies on 32 semi-structured in-depth interviews to explore the elements of the relationships among young drivers in the context of driving behavior. Aristotle’s conceptualization of three types of friendship was employed as the interpretative framework. The findings reveal that a young driver’s behavior when driving with friends is associated with the different perceptions of friendship, and is gender and age sensitive. The elements of a friendship of utility (reciprocal interests, practical and beneficial interactions) were connected with safety at all ages and in both genders, and those of a friendship of virtue (responsibility, equality, concern for others) were associated with safe driving among females of all ages and among some of the older male drivers (21–24 years). In contrast, the components of a friendship of pleasure (spending leisure time together, sharing mutual interests) were related to risky and distracted driving, especially among the younger male drivers (17–19 years). It is suggested that interventions might promote safe driving among young people by fostering the positive aspects of their peer relationships.     

Transcultural validation and reliability of the Spanish version of the behaviour of young novice drivers scale (BYNDS) in a Colombian young driver population

The overrepresentation of young drivers in road crashes, and the fatalities and injuries arising from those crashes, is an intractable problem around the world. A plethora of research has led to the development and application of a range of research tools, including self-report survey instruments. One such instrument, the five-factor Behaviour of Young Novice Driver Scale (BYNDS), was developed in an Australian young driver population, and has recently been validated in a New Zealand young driver population. The current study aimed to validate the BYNDS in a Colombian young driver population, the first application of the instrument in a developing country. Translation from English to Spanish, and back translation from Spanish to English, in addition to culturally-appropriate modifications (such as changing ‘right hand side’ to ‘left hand side’) resulted in a Spanish version of the BYNDS (BYNDS-Sp). The BYNDS-Sp was administered to a sample of 392 young drivers aged 16–24 years (n = 353 aged 19–24 years) with a valid driver’s licence. An exploratory factor analysis revealed a six factor structure using 40 of the original 44 BYNDS-Sp items, accounting for 58.5% of the variance in self-reported risky driving behaviour. Ninety-three percent of participants reported having ready access to their own vehicle (42% owned their own vehicle), with Colombian young drivers most likely to report driving at night and on the weekend. The majority of participants reported driving in excess of posted speed limits (e.g., only one third of participants reported never driving 10–20 km/h over the speed limit), and driving in response to their mood (e.g., only one third of participants reported they never drove faster if in a bad mood). As such, the BYNDS-Sp can reveal patterns of problematic behaviours (such as risky driving exposure), in addition to specific behaviours of concern (such as carrying passengers at night, and driving when tired), guiding the development and implementation of interventions targeting the risky driving behaviour of young drivers in Colombia. In addition, the BYNDS-Sp can be used as a measure of intervention success if used as a baseline and as a follow-up tool. Further research can investigate the utility and applicability of the BYNDS-Sp in other Spanish-speaking countries, such as Spain and Mexico.     

Randomized trial of an official contact letter intended to increase proper licensure among unlicensed motorcycle owners

BackgroundApproximately one-third of all fatality-injured motorcycle operators in California from 1999 through 2008 were not properly licensed to ride a motorcycle at the time of the crash. In availing themselves of a licensing system, motorcyclists are afforded the opportunity to acquire and demonstrate the minimum knowledge and skills necessary to operate motorcycles on public roadways, and licensing allows agencies to monitor their riding performance and apply appropriate sanctions, with the overall goal being enhanced safety. To that end, a randomized trial was conducted of an intervention recommended by the National Highway Traffic Safety Administration to increase proper motorcycle licensure.MethodsOfficial contact letters providing information about obtaining a motorcycle license, and the potential legal consequences of riding without one, were mailed to owners of currently-registered California motorcycles who were not licensed to ride motorcycles. Half of the 65,766 improperly licensed California motorcycle owners identified were randomly assigned to be mailed the contact letter while the remainder served as a no-letter control group. The groups were compared on 33-month post-treatment motorcycle licensure rates and 18-month post-treatment motorcycle crashes and traffic violations.ResultsWhile a modestly higher percentage of motorcycle owners who were mailed the contact letter became properly licensed (14.5%) than those who were not mailed the letter (10.4%), the majority (85.5%) remained improperly licensed to operate a motorcycle 33 months later. The effect of the contact letter was influenced by owner age, whereby the odds of licensure for those to whom the letter was sent increased significantly for owners aged 20–34 (21%), 35–54 (47%), and 55 and older (96%). No 18-month post-treatment differences in motorcycle crash involvements or traffic violations were found.ConclusionGiven the traffic-safety neutral outcomes and relatively low cost of treatment, official contact letters should be considered in other jurisdictions to increase proper motorcycle licensure as recommended by the National Highway Traffic Safety Administration. Future letters may be more effective if they are tailored to the demographic characteristics (e.g., age and sex) of the owners.     

The relationship between leisure time and driving style in two groups of male drivers

Despite overall improvements in traffic safety levels, young male drivers continue to be over represented in accidents. In this study the association between driving style and leisure time was examined in two groups of drivers. The sample consisted of 4000 male drivers of which 2000 were 18 years old and 2000 were 28 years old. A posted questionnaire was used. The overall response rate was 51% (N = 2018). A similar factor structure of three factors with regard to driving style was identified in both groups of drivers. The factors were named Thrill, Anxiety and Anger. Despite significant differences regarding specific leisure time activities, a similar relationship between leisure time and driving style was found in the two groups of drivers particularly in relation to problem behaviours. In both groups driving related interaction with friends as well as a high paced leisure time was found to be related to a high score on the factors Thrill and Anger. In the older group of drivers cruising with friends was associated with problem behaviours such as smoking pot and doing drugs. Results indicate a need for early intervention enhancing safe behavioural choices thereby preventing unsafe behaviours to become permanent behavioural strategies in life.     

Determinants of standard motorcycle safety helmet usage among child pillion riders

The World Health Organization stressed that compliance with the use of safety helmet could significantly reduce the risk of injury by 72% and the probability of death by 39%. In Malaysia, the enforcement of the safety helmet legislation significantly reduced 30% of motorcycle crash fatalities in Malaysia. The aim of this study is to explore the use of motorcycle helmets and the determinants of standard helmet usage among child pillion riders. A cross-sectional survey of 200 adult riders accompanied by the child pillion riders aged 6–12 years old from Klang, Selangor, was conducted. The proper use of the helmet among the respondents and the child pillion riders was observed and recorded. A questionnaire was used to assess socio-demographic background and awareness of the use of child safety helmets. The data was analyzed using SPSS version 23. Only 3% of child pillion riders use standard child safety helmets, while 37% wear standard adult motorcycle helmets. Adult riders who were married, female, always wear helmets, have a higher household income and travel a long distance, are more likely to use a standard motorcycle helmet for their child pillion riders. Knowledge on Standard Certification (SIRIM) label and its importance, awareness of the campaign on child safety helmets, police enforcement, understanding the safety of toy/game helmet use have been identified as additional determinants of standard helmet use among child pillion riders. This study recommends prospective studies with continuous road safety educations programs that integrate behavioural change approaches to enhance the use of standard motorcycle helmets among the child pillion riders in Malaysia.     

Self-regulatory driving behaviours amongst older drivers according to cognitive status

Self-regulation of older drivers was explored according to their cognitive status in this pilot study by examining situations commonly avoided by older drivers. In addition, the role of driver insight on self-regulation was examined via passenger reports. Telephone interviews were conducted comprising 49 drivers aged 65 years and above and 40 passengers who acted as informants. Self-regulation was found to be common, with the majority of drivers (71.4%) reporting sometimes or always avoiding one of seven driving situations. However, drivers with cognitive impairment reported self-regulating more often than drivers without cognitive impairment. The largest discrepancy between passenger and driver reports of self-regulation behaviours was found for the drivers with cognitive impairment. These results possibly reflect a decreased awareness of self-regulatory driving behaviours in this subgroup of older drivers and may suggest that other external factors are contributing to self-regulation in older drivers with cognitive impairment. A discussion of these factors is provided with the aim of maintaining mobility and enhancing quality of life in this growing segment of the driver population.     

Psychosocial determinants of road traffic offences in a sample of Spanish male prison inmates

ObjectiveThere is very little information available about the characteristics of drivers convicted for traffic offences. The objective of this study was to perform a comparative analysis of the psychosocial characteristics of Spanish prison inmates convicted of road traffic offences (CRTOs), drivers serving a prison sentence for other types of offence (DCOOs), and drivers with no criminal record (DNCRs), in order to identify the psychosocial predictors associated with RTOs.MethodsThe study sample comprised 434 male participants divided into three groups: CRTO (n = 240); DCOO (n = 85); and DNCR (n = 105). Instruments included an interview on sociodemographic data, driving behaviour, and past offences, as well as a set of tests to evaluate personality traits (ZKPQ-50CC), driving-related aspects (MDSI-S and DAS), and alcohol dependence (AUDIT).ResultsA logistic regression analysis showed the following to be reliable predictors of RTOs: low education level (p < .05); having been involved in several road traffic accidents (p < .001); having received several fines (p < .001); a high score on the MDSI-S Risky subscale (p < .05); a low score on the MDSI-S Careful subscale (p < .05); AUDIT scores > 8 (p < .05), and repeatedly driving whilst under the influence of alcohol (p < .05).ConclusionsThe results obtained have significant practical implications for designing and implementing traffic offenders programmes.     

Detecting motorcycle rider local physical fatigue and discomfort using surface electromyography and seat interface pressure

Whilst motorcycling is an activity of pleasure in most parts of the world, in India it is a regular mode of commuting. Incidence of fatigue is substantially higher among motorcycle riders than drivers of other modes of transport. The objective of this study was to detect physical fatigue due to motorcycle riding for an hour using surface electromyography (sEMG) and seat interface pressure. Twenty healthy male participants performed 60 min of motorcycle riding in a low traffic density environment. Muscle activity was recorded bilaterally from extensor carpi radialis (ECR), biceps brachii (BB), trapezius medial (TM), sternocleldomastoid (S) latissimus dorsi (LD) and erector spinae (ES) muscle groups. Interface seat pressure distribution was monitored using a pressure mapping system. Results showed that participants have significant (p < 0.05) physical fatigue in TM, LD and ES muscle groups during 60 min of motorcycle riding. Seat pressure distribution was found to be non-uniform during the course of motorcycling. Results suggest that the impact on local physical fatigue and seat discomfort are probably due to static seating demand and prolonged sitting posture balance required to ride the motorcycle for an hour.     

Illusion of safety? Safety-related perceptions of pedestrians and car drivers around 3D crosswalks

Facilitating safe pedestrian road crossings is a major prerequisite for safe urban environments. In multiple cities around the world, 3D crosswalks have been painted, which provoke an optical illusion, of e.g., a crosswalk floating above the road, in car drivers who approach the crosswalk. However, to date, no detailed study of road users’ safety related perceptions on 3D crosswalks has been conducted. Hence, we investigated car drivers’ and pedestrians’ perceptions of a 3D crosswalk, and how they rate its safety in comparison to traditional (non-3D illusion) crosswalks. In an on-site questionnaire survey, we interviewed 201 pedestrians and 102 car drivers in the direct vicinity of a newly painted 3D crosswalk located in Yangon, Myanmar. Our results show that only 53.9 % of the car drivers report to have consciously perceived the 3D effect of the crosswalk. Nonetheless, both, pedestrians and car drivers rate the 3D crosswalk as safer for road crossing than a traditional crosswalk. A high share of pedestrians (43.3 %) report taking a detour to use the 3D crosswalk for road crossing. Approximately one third (31.3 %) of pedestrians and 48.0 % of car drivers interviewed have talked to their friends about the 3D crosswalk, indicating a high potential for using 3D crosswalks as a marketing tool for road safety actors to generate attention for pedestrian safety. Unrelated to our main research question, we found that pedestrians prefer to cross in groups, as it increases the perceived likelihood of cars yielding to them. Overall, the data points to significant increases in the perceived safety of drivers as well pedestrians around the 3D crosswalk. Future studies need to investigate how these perceptions translate to actual safety related behavior.     

Timing of early warning stages in a multi stage collision warning system: Drivers’ evaluation depending on situational influences

By means of car2x communication technologies (car2x) driver warnings can be presented to drivers quite early. However, due to their early timing they could be misunderstood by drivers, distract or even disturb them. These problems arise if, at the moment of the warning, the safety–critical situation is not yet perceivable or critical. In order to examine, when drivers want to receive early warnings as a function of the situation criticality, a driving simulator study was conducted using the two early warning stages of a multi stage collision warning system (first stage: informing the driver; second stage: prewarning the driver). The optimum timing to activate these two early warning stages was derived by examining the drivers’ evaluation of these timings concerning their appropriateness and usefulness. As situational variation, drivers traveling at about 100 km/h were confronted with slow moving traffic either driving at 25 km/h or 50 km/h at the end of a rural road.In total, 24 participants were tested in a within-subjects design (12 female, 12 male; M = 26.6 years, SD = 7.2 years). For both stages, drivers preferred an earlier timing when approaching slow moving traffic traveling at 25 km/h (first stage: 447 m, second stage: 249 m ahead of the lead vehicle) compared to 50 km/h (first stage: 338 m, second stage: 186 m ahead of the lead vehicle). The drivers’ usefulness rating also varied with the timing, spanning a range of 8 s for driver-accepted timing variations and showed correspondence to the drivers’ appropriateness ratings. Based on these results and those of a previous study, a timing function for each of the two early warning stages depending on the speed difference between the safety–critical object and the host vehicle is presented. Indirectly, similar adaptations are already implemented in current collision warning systems, which use the time-to-collision to give drivers acute warnings in a later stage, when an immediate reaction of the driver may still prevent a collision. However, this study showed that drivers also favor this kind of adaptation for earlier warning stages (information and prewarning). Thus, adapting the timing according to the drivers’ preferences will contribute to a better acceptance of these collision warning systems.     

Motorcycle riders’ self-reported aggression when riding compared with car driving

Aggressive driving has been shown to be related to increased crash risk for car driving. However, less is known about aggressive behaviour and motorcycle riding and whether there are differences in on-road aggression as a function of vehicle type. If such differences exist, these could relate to differences in perceptions of relative vulnerability associated with characteristics of the type of vehicle such as level of protection and performance. Specifically, the relative lack of protection offered by motorcycles may cause riders to feel more vulnerable and therefore to be less aggressive when they are riding compared to when they are driving. This study examined differences in self-reported aggression as a function of two vehicle types: passenger cars and motorcycles. Respondents (n = 247) were all motorcyclists who also drove a car. Results were that scores for the composite driving aggression scale were significantly higher than on the composite riding aggression scale. Regression analyses identified different patterns of predictors for driving aggression from those for riding aggression. Safety attitudes followed by thrill seeking tendencies were the strongest predictors for driving aggression, with more positive safety attitudes being protective whilst greater thrill seeking was associated with greater self-reported aggressive driving behaviour. For riding aggression, thrill seeking was the strongest predictor (positive relationship), followed by self-rated skill, such that higher self-rated skill was protective against riding aggression. Participants who scored at the 85th percentile or above for the aggressive driving and aggressive riding indices had significantly higher scores on thrill seeking, greater intentions to engage in future risk taking, and lower safety attitude scores than other participants. In addition participants with the highest aggressive driving scores also had higher levels of self-reported past traffic offences than other participants. Collectively, these findings suggest that people are less likely to act aggressively when riding a motorcycle than when driving a car, and that those who are the most aggressive drivers are different from those who are the most aggressive riders. However, aggressive riders and drivers appear to present a risk to themselves and others on road. Importantly, the underlying influences for aggressive riding or driving that were identified in this study may be amenable to education and training interventions.     

Exploring factors distinguishing car-versus-car from car-versus-motorcycle in intersection crashes

This research examines a case-control (N = 305) for CVC (car versus car) and CVM (car versus motorcycle) crashes from the New Zealand drawing from the 2004 to 2009 police reports entered into the Crash Analysis Systems (CASs) database. The characteristics of the crashes are compared across the vehicle configurations to distinguish the features of CVM crashes. The analyses show that CVM-type crashes are not easily distinguished from CVC-type crashes. The two crash types are similar, contrary to overseas recent findings but consistent with those reported nearly 20 years ago by Cercarelli, Arnold, Rosman, Sleet, and Thornett (1992). Four exceptions are that CVM-type crashes occur more often than expected in urban speed zones, between the times of 4–7 pm, and at uncontrolled intersections. CVM crashes occur less often in merging traffic. These findings are discussed in the context of the conspicuity hypothesis that posits that crashes with motorcycles occur more frequently because they are harder to detect.     

Cultural predictors of future intention to drive under the influence of cannabis (DUIC)

This study examines the influence that traffic safety culture has on the intention to drive under the influence of cannabis (DUIC) in the next six months. Here, traffic safety culture is defined as “the values and beliefs shared among groups of road users and stakeholders that influence their decisions to behave in ways that improve traffic safety.” To operationalize this definition, a 14-item survey was developed with a binary response format (yes, no) based on a behavioral model predicting intentional DUIC. The sampling plan collected data from drivers at the roadside with the goal of obtaining a Friday daytime and weekend nighttime sample representative of drivers across Washington State (n = 416).The results showed only a small percentage of randomly surveyed drivers in Washington State reported future intention to DUIC (45/416 = 11%). The intention of this small group could be reliably predicted based on certain aspects of their shared culture. Notably, drivers who shared the attitude that DUIC is enjoyable were 3.5 times more likely to report the intention to DUIC in the next six months. Conversely, drivers who shared the belief that cannabis impairs performance and the injunctive norm that people important to them would be disappointed were more than twice as likely not to report future intention to DUIC. Interestingly, the possession of a medical card for cannabis treatment influenced the effects of culture on DUIC intention. The results of this study suggest that strategies that can change DUIC culture amongst at-risk drivers may be effective in reducing such behaviors.     

Flying without navigational aids – The case of commercial motorcyclists in Minna,Nigeria

The study investigated motorcycle operators in Minna city with a view to observing the riders’ signaling behavior and the presence or absence of navigational aids and their usage. The study was carried out in three stages. First, a 15 min rapid survey of 3135 motorcyclists was carried at both ends of three pre-selected busy roads with emphasis on observing the possession of navigational aids by the motorcyclists. Secondly, another set of study on signaling behavior was carried out in another three junctions within a 15 min period and finally an interview was conducted among 120 commercial and private motorcyclists from commercials and office parks for a more detailed study. The mean age and mean year of riding experience of the commercial motorcyclists were 28 (SD = 5.9) and 4 years (SD = 2.1) respectively compared to 32 (SD = 7.4) and 7 (SD = 7.4) years for private motorcyclists. The findings show that 18.1% of the motorcyclists had no trafficators and as high as 85.3% had no side mirrors. Of the 626 motorcyclists studied for signaling behavior, 574 (91.7%) failed to trafficate while turning at junctions. It was also found that 65 (54.2%) of the 120 motorcyclists interviewed had accidents with their motorcycles. Chi Squared test shows that effect of possession of side mirror on accident experience is not statistically significant (χ² = 2.11, p = .349) while possession of trafficators (χ² = 5.99, p = .050) and driving license (χ² = 12.603, p = .000) are statistically significant. The study revealed that 61.5% of motorcyclists that have trafficators had experienced accidents which points out the fact that riding behavior is more critical in road safety than having a perfect vehicle. The study recommends, among others, that the Federal Road Safety Corps and Vehicle Inspection Officers should be as strict with the motorcyclists as they are with the motorists in enforcing road safety.     

Social representations associated with men and women drivers among French adolescents and adults. Effects of the perceiver’s age,sex, and socioeconomic status

The aim of this study was to investigate the specific contents of the social representations (SR) associated with men and women drivers and examine the effects of the social insertions of individuals (i.e., age, sex and socio-economic status) on the content and structure of these SR. A preliminary study with 414 French participants identified thematic content associated with men and women drivers using the verbal association method. Based on these themes, 833 French participants, equally distributed by age group (from 12 to 50 years-old and over), sex and socioeconomic status (SES), were asked to answer a questionnaire on men (N = 422) or women (N = 411) drivers. The results show that each of these SR is organized around three factors: incompetence, prudence and lack of self-control for women drivers; carelessness, skills and self-control for men drivers. In-group favoritism bias can be noted in both groups as male participants, more than female ones, rated men drivers as having self-control and women drivers as lacking self-control, whereas female participants, more than male ones, perceived men drivers as careless and women drivers as prudent. Despite this phenomenon, more male respondents than female ones in all age groups seemed to believe that women are not competent at driving, whereas both sexes seem to agree that men have good driving skills. Among most age groups, three characteristics associated with men drivers (confidence, speed and pleasure of driving) and four characteristics associated with female drivers (caution, civil, compliance with rules and vigilance) emerged as central in the SR. The SR associated with men drivers appeared to be stable and shared across age groups, whereas the SR associated with women drivers appeared more mixed, heterogeneous and unstable with age. Female participants with higher SES consider women drivers as more incompetent, less prudent and more lacking self-control than female participants with lower SES.